Assembly for an aircraft, comprising an engine attachment body partially produced in one piece with an internal stiffening rib of an attachment pylon box section

ABSTRACT

In order to decrease the overall mass of an assembly for an aircraft, including an engine attachment pylon and an engine attachment, the pylon according to the disclosure herein has a primary structure forming a box section equipped with internal transverse stiffening ribs, one of which is produced in one piece with at least a part of the body of the engine attachment.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of and priority to French PatentApplication No. 13 62781 filed Dec. 17, 2013, the entire disclosure ofwhich is incorporated by reference herein.

TECHNICAL FIELD

The disclosure herein relates to the field of assemblies for aircraft,comprising an attachment pylon for an aircraft engine, and also anengine attachment, preferably a rear engine attachment, that is mountedon the attachment pylon and is intended to provide joining between theengine and this pylon.

The disclosure herein also relates to an aircraft equipped with such anassembly. It applies preferably to commercial airplanes.

BACKGROUND

In existing aircraft, the engines, such as the jet engines, aresuspended below the wing by complex attachment devices, also referred toas EMS (Engine Mounting Structures), or attachment pylons. Theattachment devices commonly employed have a rigid structure, referred toas the primary structure. This primary structure forms a box section,that is to say it is formed by the assembly of lower and upper sparsthat are connected together by a plurality of transverse stiffening ribsthat are located inside the box section. The spars are arranged in theupper and lower faces, while lateral panels close the lateral faces ofthe box section.

In a known manner, the primary structure of these pylons is designed toallow the static and dynamic forces brought about by the engines, suchas the weight, the thrust, or the various dynamic forces, to betransmitted to the wing.

In solutions known from the prior art, forces are conventionallytransmitted between the engine and the primary structure by anattachment consisting of a front engine attachment, a rear engineattachment and a device for taking up thrust forces. A conventionalexemplary embodiment of the rear engine attachment is shown in FIG. 1.

This rear engine attachment connects the exhaust casing of the engine tothe primary structure of the attachment pylon in the form of a boxsection. To this end, the attachment comprises a body and a plurality ofshackles that are articulated on the engine attachment body and on theexhaust casing. More specifically, the body comprises two stages ofbeams that are stacked in the vertical direction. These are one or moreupper beams that are fixed by bolts to the outer face of the lower sparthat closes the box section, and one or more lower beams that are fixedby bolts to the upper beams. It is this lower beam which carries, in anarticulated manner, the shackles. More commonly, the upper beams arereferred to as “intermediate fittings” while a single lower beam, morecommonly referred to as “engine beam”, is generally employed. It shouldbe noted that during the removal of the engine, for example in order tocarry out maintenance operations, disconnection takes place at theinterface referenced, which is located between the upper beams thatremain fixed to the box section and the lower beam that remains fixed tothe engine via the shackles.

Although this solution proves to be satisfactory in many respects, itcan be improved. In particular there is a need to reduce its overallmass.

SUMMARY

The aim of the disclosure herein is thus to propose an assembly for anaircraft that at least partially remedies the abovementioned problemsthat are encountered in the prior art solutions.

To this end, a subject of the disclosure herein is an assembly for anaircraft, comprising an attachment pylon for an aircraft engine, andalso an engine attachment that is mounted on the attachment pylon and toprovide a joining between the engine and this pylon, the lattercomprising a primary structure forming a box section equipped withinternal transverse stiffening ribs, the engine attachment comprising abody located outside the box section, and also shackles that arearticulated on the body and can be articulated on the engine.

According to the disclosure herein, at least a part of the body of theengine attachment is produced in one piece with one of the internaltransverse stiffening ribs of the box section.

The disclosure herein has the advantage of functionalizing one of theinternal ribs of the box section such that it forms a part of the bodyof the engine attachment, arranged outside this same box section. Theintroduction of forces into the box section is more direct, and theoverall mass of the body of the engine attachment is advantageouslyreduced by the absence of a mechanical bolted joint between the rib andits extension that forms an integral part of the engine attachment body.

The disclosure herein provides at least one of the following optionalfeatures, taken on their own or in combination.

According to a first embodiment, the part of the body of the engineattachment, produced in one piece with one of the internal transversestiffening ribs, is a central beam located outside the box section. Thebody additionally comprises, at each of the ends of this central beam ina transverse direction of the assembly, a one-piece fitting comprising afirst joining portion on which one of the shackles is intended to bearticulated, and also a second joining portion that is fixed to the boxsection and passes into the latter.

The second joining portion is arranged between a lateral panel of thebox section and an internal transverse stiffening rib of the boxsection.

The first joining portion forms a clevis, and the second joining portionis substantially flat.

The two fittings are fixed to the central beam, on which a shackle canbe articulated.

According to a second embodiment of the disclosure herein, the part ofthe body of the engine attachment, produced in one piece with one of theinternal transverse stiffening ribs, is in the form of two extensions ofthe base of the rib that are located outside the box section, the twoextensions being spaced apart from one another in a transverse directionof the assembly, and the body of the engine attachment also comprises amain beam fixed to the two extensions, the shackles being articulated onthe main beam of the engine attachment.

Regardless of the embodiment envisaged, provision is preferably made forthe assembly also to comprise a device for taking up thrust forces,comprising:

-   -   a support element fixed to the box section, outside the latter;    -   two lateral link rods for taking up thrust forces; and    -   a spreader articulated on the support element, the two lateral        link rods being articulated on the two opposite ends of the        spreader, respectively.

For the first embodiment, the spreader is also mounted with play, at itstwo ends, on connecting members that form an integral part of thecentral beam, the support element of the device for taking up thrustforces being preferably arranged in a recess made in the central beam.Alternatively, the device for taking up thrust forces could be connectedto the rigid structure that forms a box section elsewhere and not in theregion of the abovementioned engine attachment.

For the second embodiment, the spreader is also mounted with play, atits two ends, on connecting members that form an integral part of themain beam, the support element of the device for taking up thrust forcesbeing preferably arranged between the two extensions of the base of therib.

In both cases this configuration makes it possible to ensure thecontinuity of the take-up of thrust forces in the event of one of thetwo lateral link rods failing.

The engine attachment is a rear engine attachment, and the assemblyadditionally comprises a front engine attachment.

The rear engine attachment, the front engine attachment and the devicefor taking up thrust forces together form structure for attaching theengine that form an isostatic system for taking up forces.

The engine attachment defines two lateral half-attachments, wherein thefirst half-attachment is designed to only take up thrust forces that areoriented in a vertical direction of the assembly, and wherein the secondhalf-attachment is designed to only take up thrust forces that areoriented in the vertical direction and in a transverse direction of theassembly. Alternatively, forces in the transverse direction can also betaken up at the centre of the engine attachment. In this scenario, thesecond half-attachment could ensure such a take-up only if the centralpart of the engine attachment fails, so as to provide what is referredto as a failsafe function. A further subject of the disclosure herein isan aircraft part comprising an assembly as described above, a wingelement from which the pylon is suspended, and an engine fixed to theengine attachment.

A further subject of the disclosure herein is an aircraft comprising atleast one such assembly.

Finally, a subject of the disclosure herein is a method for removing anengine fixed by the engine attachment of an assembly as described above,this method comprising the removal of each of the shackles at at leastone of the two ends thereof.

Further advantages and features of the disclosure herein will becomeapparent from the nonlimiting detailed description below.

BRIEF DESCRIPTION OF THE DRAWINGS

This description will be given with regard to the appended drawings, inwhich:

FIG. 1, already described, shows an assembly for an aircraft accordingto the prior art, comprising an attachment pylon and a rear engineattachment;

FIG. 2 shows an aircraft equipped with an assembly according to thedisclosure herein;

FIG. 3 shows a schematic side view of the assembly shown in thepreceding figure, according to a first embodiment of the disclosureherein;

FIG. 4 shows a schematic perspective view showing the take-up of forcesby the structure for attaching the engine to the pylon;

FIG. 5 shows a more detailed perspective view of a part of the assemblyfor an aircraft that is shown in FIG. 3;

FIG. 6 is a perspective view similar to the one in FIG. 5, from adifferent angle, in which some of the elements have been removed forreasons of clarity;

FIG. 7 shows a top view of a part of the structure for attaching theengine to the pylon;

FIG. 8 is a perspective view of an internal transverse stiffening rib ofthe pylon box section;

FIG. 9 is a rear view of the rear engine attachment connecting theengine to the pylons;

FIG. 10 is a perspective view similar to the one in FIG. 5, with theassembly for an aircraft being in the form of a second embodiment; and

FIG. 11 is a perspective view of an internal transverse stiffening ribof the pylon box section, employed in the second embodiment.

DETAILED DESCRIPTION

With reference to FIG. 2, an aircraft 200 is shown comprising a fuselage3 to which a part 5 according to the disclosure herein is fixed. Thispart 5 comprises a wing element 2 corresponding to a wing of theaircraft, a bypass engine 10 such as a jet engine, and an attachmentpylon 4 for the engine 10. Preferably, two parts 5 are arrangedrespectively on either side of the fuselage 3.

With reference to FIG. 3, one of the parts 5 is shown in more detail.The figure shows the wing element 2, the jet engine 10 and theattachment pylon 4. In addition, provision is made of attachment 8 forattaching the pylon 4 to the wing element 2, and also attachment 7 a, 7b, 7 c for attaching the jet engine 10 to the pylon. The attachments 7a-7 c and the pylon 4 form an assembly 1 according to an embodiment ofthe disclosure herein.

It should be noted that the attachment 8, located at the interfacebetween the pylon 4 and the wing element 2, are produced in aconventional manner. Therefore, they will not be described further.

As far as the attachment 7 a-7 c is concerned, these comprise a rearengine attachment 7 a, a device 7 b for taking up thrust forces, and afront engine attachment 7 c. In this respect, it is noted that the frontend of the rigid structure 6 of the pylon, also referred to as theprimary structure, is fixed, via the front engine attachment 7 c, to anexternal shroud 13 of an intermediate casing 15 of the jet engine 10.This shroud 13 extends, toward the rear, in axial extension of a fancasing 17, substantially with the same diameter. Alternatively, thefront engine attachment 7 c could be joined to the fan casing 17.

Throughout the following description, by convention, the direction Xcorresponds to the longitudinal direction of the pylon 4, which can alsobe considered the same as the longitudinal direction of the jet engine10 and the assembly 1. This direction X is parallel to a longitudinalaxis 5A of this jet engine 10. On the other hand, the direction Ycorresponds to the direction oriented transversely with respect to thepylon 4 and can also be considered the same as the transverse directionof the jet engine 10 and of the assembly 1, while the direction Zcorresponds to the vertical direction or the height. These threedirections X, Y and Z are orthogonal to one another and form a directtrihedron.

Furthermore, the terms “front” and “rear” should be considered withrespect to a direction of forward movement of the aircraft which is aconsequence of the thrust produced by the jet engines 10, this directionbeing represented schematically by the arrow 19.

Still with reference to FIG. 3, it should be noted that only the primarystructure 6 of the attachment pylon 4 has been shown. The otherconstituent elements, which are not shown, of this pylon 4, of the typeof secondary structures for separating and holding the systems whilesupporting aerodynamic cowlings, are conventional elements that areidentical or similar to those known from the prior art. Therefore, theywill not be described in detail.

The primary structure 6 comprises essentially a “box section”, that isformed by the assembly of upper 20 and lower 22 spars and two lateralpanels 24 (only one being visible on account of the side view), theseelements 20, 22, 24 being joined together by way of internal transversestiffening ribs (not shown in FIG. 3) which are usually oriented inparallel planes YZ. These ribs are preferably distributed regularly inthe box section 6, in the direction X.

Returning to the attachment 7 a-7 c, it is noted that the device 7 b fortaking up thrust forces is also produced in a conventional manner, withthe aid of two lateral link rods 9 for taking up forces in the directionX. These link rods 9 are arranged symmetrically with respect to a medianplane XZ of the part 5. They are articulated at their front end on aninternal shroud of the intermediate casing 15, and are articulated attheir rear end on a spreader in the region of the rear engine attachment7 a, as will be described below. Furthermore, this rear engineattachment 7 a is specific to the disclosure herein and will bedescribed hereinafter.

The attachment 7 a-7 c forms an isostatic system for taking up forces.Specifically, as is shown schematically in FIG. 4, the front engineattachment 7 c only takes up forces in the directions Y and Z, while thedevice 7 b only takes up forces in the direction X. For its part, therear engine attachment 7 a defines two lateral half-attachments that arearranged on either side of the median vertical plane XZ. The firsthalf-attachment 7 a′ is designed to only take up thrust forces that areoriented in the direction Z, and the second half-attachment 7 a″ isdesigned to only take up thrust forces that are oriented in thedirections Y and Z. Depending on the configuration, forces can also betaken up in the direction Y at the centre of the engine beam, and wouldthus be taken up by the second half-attachment only in the case offailure.

In addition, forces that are exerted in the direction X are taken upwith the aid of the device 7 b, forces that are exerted in the directionY are taken up with the aid of the front engine attachment 7 c and thehalf-attachment 7 a″, while forces that are exerted in the direction Zare taken up jointly with the aid of the front engine attachment 7 c andthe two rear half-attachments 7 a′, 7 a″.

Furthermore, the moment that is exerted in the direction X is taken upvertically with the aid of the two rear half-attachments 7 a′, 7 a″, themoment that is exerted in the direction Y is taken up vertically withthe aid of these two half-attachments jointly with the front engineattachment 7 c, and the moment that is exerted in the direction Z istaken up transversely with the aid of the half-attachment 7 a″ jointlywith the front engine attachment 7 c.

With reference now in particular to FIGS. 5 to 9, the rear engineattachment 7 a carried by the pylon 4 will be described. The rear engineattachment 7 a comprises a body 100 which is segmented transversely intothree separate parts that are fixed together by bolts that arepreferably oriented in this same direction Y. More specifically, thebody 100 comprises, at each of its two ends, a fitting 26 and also acentral beam 28 interposed between the two fittings 26 and fixed theretoby transverse bolts.

Each fitting 26 is produced in one piece and comprises a first joiningportion 26 a in the form of a clevis and a second, substantially planarjoining portion 26 b that is fixed to the box section 6 and passes intothe latter. These two portions 26 a, 26 b are located one above theother, one in the box section and the other under this same box section.

The joining portion 26 a in the form of a clevis allows the articulationof a shackle 102, the other end of which is articulated on the exhaustcasing of the jet engine 10. Furthermore, the joining portion 26 b isenclosed between the lateral panel 24 and a lateral edge of one of theinternal transverse stiffening ribs 30, shown in FIGS. 6 and 8.Transverse bolts pass through and thus clamp the lateral panel 24, thejoining portion 26 b and the lateral edge of the rib 30. Optionally,connecting angle bars 32 can be interposed between the lateral edge ofthe rib 30 and the joining portion 26 b of the fitting 26.

The two lateral fittings 26 respectively form the core of the two rearengine half-attachments 7 a′ and 7 a″. They are thus greatly involved inoptimizing the loading of the box section 6 by directly loading thelateral panels 24 and the internal rib 30. Specifically, this design hasthe advantage of allowing forces to be introduced into another region ofthe box section than the region of its lower spar 22. The latter is thusless loaded than in the prior art solutions, and the forces aredistributed better in the box section 6. In addition, by providing aone-piece fitting 26, the forces can travel more directly between thejet engine 10 and the box section, this advantage furthermore beingaccompanied by a saving of mass that results from the elimination of thebolts at the interfaces.

The lower spar of the box section 6 is also stressed by the central beam28 which is arranged outside the box section and which also carries ashackle 102 in an articulated manner, as is visible in FIG. 9. This samefigure also shows the two shackles 102 associated with thehalf-attachments 7 a′ and 7 a″. For the half-attachment 7 a′ on theleft-hand side of the figure, the shackle 102 is in the form of a linkrod that is inclined little with respect to the vertical, whereas forthe half-attachment 7 a″ on the right-hand side of the figure, theshackle 102 has a substantially triangular shape so as to allow thetake-up of forces in the direction Y. This triangular shackle 102 canfurthermore be articulated at a point in the region of the clevis 26 aof the fitting 26 and articulated at a second point on the beam 28,which may be “on standby” depending on the configuration, so as tofulfil a failsafe function. The articulation of the third point thentakes place on the exhaust casing of the jet engine.

The segmentation of the body 100 in the direction Y also makes itpossible to provide a number of force paths, this being particularlyadvantageous in the case of failure of one of the parts of this body. Inaddition, each of these parts 26, 28 extends in one piece under thelower spar of the box section, that is to say they are not segmented inthe direction Z, thereby ensuring a cleaner and more direct transfer ofthe forces into the box section 6. The segmentation of the body 100 inthe vertical direction, observed in the prior art, has thus beeneliminated in this first embodiment. Here, in order to further improvethe transfer of forces into the box section, the central beam 28 of thebody 100 is produced in one piece with the rib 30. The part forming theinternal rib 30 and the central beam 28 thus crosses the lower spar ofthe box section 6.

In order to remove the jet engine 10, the body 100 is not removed, butrather the shackles 102 in the region of their top end and/or theirbottom end, with the aid of appropriate tools for disassembling thearticulated connections. During such a removal of the jet engine, therear engine attachment 7 a is then partially removed, for example in themanner shown in FIG. 5, by removing its shackles.

In other words, the removal is carried out here by disassembling theinterface between the shackles 102 and the attachment body 100, and/orby disassembling the interface between these shackles and the jetengine. This has the advantage of limiting the impacts that arerepeatedly encountered with the solutions of the prior art, and whichrequired the removal and refitting of numerous tension bolts between thestaged beams of the body of the engine attachment. In the prior art,these maintenance operations effectively had the consequence of causingrepeated impacts on account of the use of wrenches, which could resultin non-negligible damage. In this case, the removal of the shackles 102can, by contrast, be carried out with the aid of other types of tool, inan environment less dense than that of the staged beams and which isthus less subject to repeated impacts.

For complete removal of the jet engine, work is also carried out in theregion of the front engine attachment and in the region of the devicefor taking up thrust forces, which cooperates closely with the rearengine attachment 7 a. Specifically, the central beam 28 comprises arecess 34 in which a support element 36, fixed by vertical bolts at thelower edge of the rib 30, and/or at the lower spar of the box section,is housed. This element 36 allows the articulation of a spreader 38shown in FIG. 7, at the ends of which the lateral link rods 9 for takingup thrust forces are articulated. The spreader 38, which is articulatedat its centre on the support element 36, thus has its lateral endsarticulated on each of the rear ends of the two link rods 9. Theselateral ends are also articulated, with play, on the connecting members40 that are an integral part of the central beam 28. These connectingmembers 40 are preferably in the form of clevises. The play retained inthe region of these articulations allows them to be rendered inactiveunder normal flight conditions, that is to say that the forces do nottravel through these articulations and through the clevises 40. On theother hand, in the event of a failure of one of the two link rods, thespreader 38 remains articulated at its centre on the support element 36and also at the end of the other link rod 9 and on the clevis 40associated with the faulty link rod. This design makes it possible tofulfil a safety function referred to as a failsafe function. Such afailsafe function can also be associated with the central shackle 102which is articulated with play in the dedicated orifices 44 of thecentral beam 28.

FIGS. 10 and 11 show an assembly 1 according to a second embodiment ofthe disclosure herein. The design is similar to that of the firstembodiment, and so the elements bearing the same reference numeralscorrespond to identical or similar elements.

In this second embodiment, the rib 30 no longer incorporates the centralbeam of the attachment body 100 as in the previous embodiment, butincorporates two extensions 110 of the base of the rib that are locatedoutside the box section and are spaced apart from one another in adirection Y. These two extensions 110, which thus project from the lowerspar 22 to the outside of the box section, are arranged at the lateralends of the body 100. As for the previous embodiment, this configurationallows a more direct introduction of the forces into the box section,and also a saving of mass by virtue of the elimination of mechanicalconnection of the bolt type. The recess 34 is intended to receive thesupport element (not shown) of the spreader of the device for taking upthrust forces is provided between the two extensions 110, under thelower spar 22.

Under the two extensions of the base of the rib 110, the body 100 of theengine attachment 7 a furthermore comprises a main beam 106 that can beconsidered the same as the “engine beam” of the assembly in FIG. 1. Themain beam 106 is fixed by vertical bolts to the two extensions 110 andextends in one piece along the entire body 100 in the direction Y. Also,on account of the staged design of this second embodiment, this could becompared to the assembly in FIG. 1, the upper beams 104 being replacedhere by the two extensions 110 that are produced in one piece with therib 30.

It is the beam 106 which has the orifices 44 for the articulation of allof the shackles 102 (not shown) of the rear engine attachment 7 a, theseshackles being arranged in a manner identical or similar to the onedescribed in the context of the first embodiment.

In this second embodiment, the jet engine is removed in a moreconventional manner, by removing the interface between the ribextensions 110 and the main beam 106 carrying the shackles.

Finally, it should be noted that the clevises 40, which are intended toengage with the spreader of the device for taking up thrust forces, areproduced here in one piece with the main beam 106.

While at least one exemplary embodiment of the present disclosure hasbeen shown and described, it should be understood that modifications,substitutions and alternatives may be apparent to one of ordinary skillin the art and can be made without departing from the scope of thedisclosure described herein. This application is intended to cover anyadaptations or variations of the specific embodiments discussed herein.In addition, in this disclosure, the terms “comprise” or “comprising” donot exclude other elements or steps, and the terms “a” or “one” do notexclude a plural number. Furthermore, characteristics or steps whichhave been described with reference to one of the above exemplaryembodiments may also be used in combination with other characteristicsor steps of other exemplary embodiments described above.

The invention claimed is:
 1. An assembly for an aircraft, the assemblycomprising: an attachment pylon for an aircraft engine; an engineattachment mounted on the attachment pylon to provide a joining betweenthe engine and the attachment pylon, wherein the attachment pyloncomprises a primary structure, which comprises an upper spar, a lowerspar, and two lateral panels together in a form of a box section, theprimary structure being equipped with internal transverse stiffeningribs, and wherein the engine attachment comprises a body located outsidethe primary structure; and shackles that are articulated on the body andcan be articulated on the engine, wherein at least a part of the body ofthe engine attachment is formed in a single piece with one of theinternal transverse stiffening ribs of the primary structure.
 2. Theassembly according to claim 1, wherein the part of the body of theengine attachment comprises a central beam located outside the primarystructure, the body further comprising, at each end of the central beamin a transverse direction of the assembly, a one-piece fittingcomprising a first joining portion on which one of the shackles can bearticulated and a second joining portion that is fixed to the primarystructure and passes into the primary structure.
 3. The assemblyaccording to claim 2, wherein the second joining portion is arrangedbetween one of the two lateral panels of the primary structure and acorresponding one of the internal transverse stiffening ribs of theprimary structure.
 4. The assembly according to claim 2, wherein thefirst joining portion is in a form of a clevis and the second joiningportion is substantially flat.
 5. The assembly according to claim 2,wherein the two one-piece fittings are fixed to the central beam, onwhich one or more of the shackles can be articulated.
 6. The assemblyaccording to claim 2, further comprising a device for taking up thrustforces, the device comprising: a support element fixed to an outside ofthe primary structure; two lateral link rods configured to take upthrust forces; and a spreader articulated on the support element,wherein the two lateral link rods are articulated on two opposite endsof the spreader, respectively, and wherein the two ends of the spreaderare flexibly mounted on connecting members that are an integral part ofthe central beam.
 7. The assembly according to claim 6, wherein thesupport element is arranged in a recess of the central beam.
 8. Theassembly according to claim 1, wherein the part of the body of theengine attachment is in a form of two extensions of a base of theinternal transverse stiffening rib and is located outside the primarystructure, the two extensions being spaced apart from one another in atransverse direction of the assembly, and the body of the engineattachment further comprises a main beam fixed to the two extensions,the shackles being articulated on the central beam.
 9. The assemblyaccording to claim 8, further comprising a device for taking up thrustforces, the device comprising: a support element fixed to an outside ofthe primary structure; two lateral link rods configured to take upthrust forces; and a spreader articulated on the support element,wherein the two lateral link rods are articulated on two opposite endsof the spreader, respectively, and wherein two ends of the spreader areflexibly mounted on connecting members that are an integral part of themain beam.
 10. The assembly according to claim 9, wherein the supportelement is arranged between the two extensions of the base of theinternal transverse stiffening rib.
 11. The assembly according to claim1, further comprising a device for taking up thrust forces, the devicecomprising: a support element fixed to an outside of the primarystructure; two lateral link rods configured to take up thrust forces;and a spreader articulated on the support element, wherein the twolateral link rods are articulated on two opposite ends of the spreader,respectively.
 12. The assembly according to claim 1, wherein the engineattachment is a rear engine attachment and the assembly furthercomprises a front engine attachment.
 13. The assembly according to claim12, further comprising a device for taking up thrust forces, the devicecomprising: a support element fixed to an outside of the primarystructure; two lateral link rods configured to take up thrust forces;and a spreader articulated on the support element, wherein the twolateral link rods are articulated on two opposite ends of the spreader,respectively, and wherein the rear engine attachment, the front engineattachment, and the device for taking up thrust forces comprise astructure for attaching an engine that comprises an isostatic system fortaking up forces.
 14. The assembly according to claim 1, wherein theengine attachment comprises first and second lateral half-attachments,wherein the first half-attachment is designed to only take up thrustforces oriented in a vertical direction of the assembly and the secondhalf-attachment is designed to only take up thrust forces oriented inthe vertical direction of the assembly and in a transverse direction ofthe assembly.
 15. An aircraft part comprising an assembly according toclaim 1, a wing element from which the attachment pylon is suspended,and an engine fixed to the engine attachment.
 16. An aircraft comprisingat least one assembly according to claim
 1. 17. A method for removing anengine fixed by an engine attachment assembly, the method comprising:providing an engine attachment assembly comprising: an attachment pylonfor an aircraft engine, an engine attachment mounted on the attachmentpylon to provide a joining between the engine and the attachment pylon,wherein the attachment pylon comprises a primary structure, whichcomprises an upper spar, a lower spar, and two lateral panels togetherin a form of a box section, the primary structure being equipped withinternal transverse stiffening ribs, and wherein the engine attachmentcomprises a body located outside the primary structure, and shacklesthat are articulated on the body and are configured to be articulated onthe engine, wherein at least a part of the body of the engine attachmentis formed in a single piece with one of the internal transversestiffening ribs of the primary structure, and wherein the shackles haveat least two ends; and removing each of the shackles at at least one ofthe two ends thereof.